Car-door-locking mechanism.



e. 0'. CHERBONNIER. CAR DOOR LOCKING MECHANISM.

APPLICATION FILED FEB-1.1917.

Patented Oct. 30,1917.

, UNITED STATES PATENT OFFICE.

GEORGE C. CHERBONNIER, OF ST. LOUIS, MISSOURI, ASSIGNOB'TO AMERIGAN CAR AND FOUNDRY COMPANY, OF ST. LOUIS, MISSOURI, A CORPORATION OF NEW JERSEY.

CAR-DOOB-LOCKING MECHANISM.

To all 'whpm it may concern:

Be it known that I, Gnonou CHERBON- Nina, residing at city of St. L uis, State of Missouri, and being a citizen of the United States, have invented certain new and useful Improvements in Car-Door-Locking Mechanism, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appcrtains to make and use thesalhe, reference be ing had to the accompanying drawings,

which illustrate the preferred form of the invention, though it to be understood that the invention is not limited to the exact details of construction shown and described, as it is obvious that various modifications thereof Within the scope of the claims will occur to persons skilled in the art.

.In said drawings:

Figure 1 is a fragmentary elevational view of a portion of the side of a car showin the improved lock applied thereto;

fig. 2 is a vertical section trans ersely of Fig. 1, being taken on line 2-J of that figure Fig. 3' is another transverse sectional view, the same being taken on line of Fig. 1 and being observed in the direction of the arrows;

Fig. 4 is a horizontal section taken on the line 4.4 of Fig. 1 looking downwardly;

Fig. 5 is an elevation of one side of the peculiar bushing employed in the door lock;

Fig. 6 is a view showing parts of the floor look In .sepa'rated relation to more clearly illustrate the conformation of each; and

Fig. 7 is a view on a smaller scale similar to and more extensive than Fig. 1 and showing a alurality of door locks applied to the side of the car in connection with a number of doors This invention concerns door locking mechanism and is adapted to the purpose of locking car doors which may be arranged in any suitable manner in a railway car.

A very useful employment of the invention is in connection with cars having vertically suspended doors placed in succession along the car sides, as in aballast car, the

doors having their bottom edges just above theme-floor. Side sills may underlie the floor near the side edges thereof an may each be used as a support'for a plurahtyof door locks securely mounted thereon 1n POSltiogissto hold tilQdOOlfS closed.

Specification of Letters Patent.

Patented Oct. 30, 1917.

It is an object to provide an operating shaft for the set of door locks supported by the sill or other nnderframc member, and also to position the locks and the operating shaft therefor on the inner side of the under frame member and beneath the car floor in a highly protected location. At the same time, the portions of the door locks that are intended to hold the doors closed are, where the construction makes it advisable, to be projected through the underframe member to reach door-engaging points and to be freely operable through that member. Convenience in regulating the discharge of the load carried by the car is provided for, and all of the locks may be simultaneously operable to permit a quick clearing of the car.- hen it is wished to expeditiously discharge but a portion of the load, or portions one at a time at different locations, no obstacle to so doing is encountered as each of the locks is readily operable independently of the op erating shaft or any of the other locks.

Various other features of merit, including the peculiar construction and operation of the locks themselves will become disclosed hereinafter and come within the scope and spirit of the present invention.

Referring to the drawings, 10 represents ranged doors 11, these doors being pivotedat any convenient points (not shown), but preferably at their upper portions so as to swing outwardly from the side of the car when it is desired to discharge lading.

As shown, the doors are reinforced by metallic members 8 to which are secured hasps 28. The latter are arranged on the outer side of the door and extend below the same to lap the car floor 7 and the upper portion of the underframe members or side sills 10.

As shown in Fi 7, the hasps are arranged longitudinafiy of sill 10 at suitabl spaced locations, and cooperating with eac hasp is a door lock, an operating shaft 18 vbeing common to all thedoor'locks on one 110 side of the car and adapted to operate them simultaneously.

The door locks are secured to the inner side of sill 10 and each comprises the elements illustrated in Fig. 6, wherein 12 is a bracket adapted for direct attachment to sill-10 and having a flange extending inwardly from the inner face of sill 10. Said flange is provided with an aperture 12 through which is inserted a part of the cylindrical portion 13 of a lock bushing 14, the wall of aperture 12 forming a bearing for said bushing.

The end of bushing 14 that does not enter the bearing so formed by the flange of bracket 12 is provided with a peculiar flange which is L-shaped in one of its cross sections and a portion 19 of which extends parallel with the axis of the cylindrical bushing portion 13. The inner face 20 of portion 19 is curved and concentric with the convex surface of cylindrical portion 13 i from which it is spaced a sufficient distance to provide a recess for receiving the hooked end 22 of the door latch 22.

In assembling the door locks, the brackets 12 are riveted or otherwise secured to the w inner side of sill 10 and are appropriately spaced therealong to be in proper relation with the successively arranged doors 11 as, for example, shown in Fig. 7. An operating shaft 18 extends longitudinally of sill 10, being spaced inwardly fro n the inner face of sill 10 so as to pass through bearing apertures 12" in the brackets 12, said-shaftbeing threaded through a square hole 17 in the cylindrical portion 13 of each door lock bushing 14, said bushings at first being sep arated from brackets 12. A latch 22 is interposed between bracket 12 and bushing 14 of each door lock after which the bushing 14 is moved toward bracket 12so that its cylindrical portion '13 passes through the, hooked end '22 of latch 22 to .pass throu h and beyond the flange of bracket 12 that contains the bearing aperture 12. A cotter pin 15 is then inserted through holes 15' in the cylindrical bushing portion and passes through the squared or non-circular shaft 18. I

When the parts. are so combined, one face of the jflange containing the bearing aperture 12, the convex surfaces of the bushing cylindrical portion 13 and the bushing flange curved face 20 and also aflat face of the bushingflange which is at a right angle to a curved face '20, form a passageway through which the curved end 22 of latch 22 extends and is adapted to incscapably turn about the bushing cylindrical portion 13.

The. ,w'idth of the passageway just described is very slightly in excess of the width of. latch 22, and this width is preserved by the' l ockingof bushing 14 to op.- crating" shaft 18 by means of cotter pin 15. I

. 27 has passed over the has Said width is also determined by faces of lugs 16 and 1t} projecting from and preferably integralwith cylindrical bushing portion 13, said lugs having faces bearing against the contiguous face of the flange of Fig. 2. The outer end of latch 22 is Wedge--' shaped, being beveled on its under side to produce an engagement surface 29, which extends from the nose of said latch rearwardly and downwardly nearly to the shoulder 27 at one end of the wedge-shaped portion of said latch. On the under side of the latch 22, intermediate shoulder 27 and the inner end 22" of said latch, and preferably Within the-hook-shaped portion, is another engageinent-surface 25.

Lug 16 extending from cylindrical portion 13 of bushing 14. also has a beveled face 26 which is adapted to engage contact sur face 25 of latch 22 and to ride therealong when bushing 14 is rotated in such manner as to-raise said latch. Lifting latch 22 in this manner causes its shoulder 27 to disengage a shoulder formed by a bottom cross bar in the hasp 28 carried by'the door 11 with which the particular lock under consideration is associated. -'Said hasp 28 isprovided with a web containing a slot or perforation through which the outer wedgeshaped end of latch 22 projects when its shoulder 27 is in engagement with the cross bar of hasp 28 to hold the door closed. After the raising oflatch 22, as described, to disengage shoulder 27 from hasp 28, the door 11 is adapted to swing outwardly under the influence of the lading carried by the car. After the lading discharge, the

door may then be closed by simply pushing it back to assume its vertical position,'where upon. the crow bar of hasp 28 will-come into contact with engagement surface 29 on the under side of the outer end of latch 22, causing said latch to rise 'until its shoulder cross bar, after which said latch 22 drops y gravity to the position shown in Fig. 2, again locking the door-in ositionu All 0 the locks applied to the same side sill or other .underframing member are operable simultaneously by turning the operating shaft 18 clockwise, when,ea'ch lock of the set will be operated in the manner ,set forth with respect to one 'of the locks. Opcrating shaft 18 may be reversed to a certain degree after the release of the doors, it then being possible to close any ofthe doors inde-' pendently of, the'othersi Should it be desired to open only, one or more than one but not all of doofi, this turning of latch .22 to permit the indemay be readily accomplished by lifting the latches 22 of the locks associated with that or those doors manually, and Without actuating the o aerating shaft 18.

As the hooked end 25] of the latch. of each of the doors is reyolubly mounted about the cylindrical portion 13 of bushing It and as it further lies upon and is controlled in opening by the lug or cam 16, it is obvious that the latch. of each door is operable independently of shaft 18.

It is to be noted that inFig. 2 the end or terminal face at of the hook portion 22 of the latch spaced from the opposing face of lug 16. In. consequence of the resultant 16st motion, there is no opposition to the pendent raising thereof.

Assuming that the ladingoi the car. has been discharged and that the doors have been pushed inwardly to accoi'liiplish their automatic closure by having the shoulders 27 of the latches22 engage the shoulders of the hasps 28, the operating shaft 18 may be further turned counter-clockwise to move the lug 16" of the bushing 14 of each door look into engagement with the terminal face 240i the inner or liook end of the latch 22. Due to such placing of the lugs 16 of:

all the door locks, said latches 22 thereof are locked in their doorretaining positions and may not be independently raised} accidentally or otherwise, to eife'ct the release of any or all of the doors. v

Because of the mounting of the door locks on the inner side of the side sills and underneath the floor, said locks and the operating shaft therefor are in tected position.

What I claim is:

1 In combination irra car or other structure having door openings, doors adapted to close the openings, :1. set of suitably mounted door locks and a rockable member l to actuate said latches.

3. In combination in a car or other strum hai ing door openings, doors adapted i the openin door locks mounted. uimtructtwe comprising n'i'enibers and L the latter having hoolr portions in terposed between. said members, said mom c oiiperating to pivotally support said latch a dcorlock-operating shaft adapt-- ed to i be the actuation. of said latches, the 1' ng iiidcoendantly operable.

locks on one sideof said sill extendin a highly proa. In combination in a car or other struc .ture, doors arranged in succession, door locks for saiddoors comprising associated.

' members inserted one into the other, latches pivot-ally mounted on said oscillatory meme hers and maintained by the latter members; g for cooperative relation with said doors...- and an operating shaft for said door lock. (i. In combination in a railway car,-a sill, 8'5 doors adapted to close in proximity there- 130,3l0p17 locks projecting from both sides;- of saiid sill adapted to hold said doors closed, each lock being independently operable and an operating shaft for said (1001190 locks adapted to operate the same simulta-.

neously. I g;

7. In combination in a. railway car,'a sill,

doors adapted to close in piioximity thereto a door locks projecting from the sides o said sill adapted to hold said doors closed.

and an operating shaft for saiddoor locks,.;

said locks being operable independently of said shaft; i

8. In combination in a railway car, a sillg doors adapted to close near said sill, door through the same and adapted to holdsai doors closed and an operating shaft for, and rockably held by said door locks. 4; 9. In combination in acar, a. sill, doors." adapted to close near the same, extensions from said doors, door locks mounted on. said sill extending therethrough and there... beyond and adapted. to engage said door}; extensions to hold said doors closed and an" operating shaft operably connected said locks. v

10. In. combil'iation in a car, a sill, a "floor,

a door, a door loclr supported to be protected by said sill and floor and extending to hold,

said door closed and an operating shaft:

operably connected with. said look and pro-,

tested by said sill and. floor, the door-holding lock portion being movable independQlZC. ently of said shaft to release said door.

, lock comprising a bracket secured to said sill, an oscillatory member havin a bearing in sa-idbracket, a door-retaining latch having a hook-like end held captive between said bracket and oscillatory member and an operating shaft operably connected withsaid door lock and extending through said oscillatory member. I Y 13. In combination in a car, an underframe member, a door adapted to close in Iproximity thereto, a door lockcomprising a xedly positioned bracket, an oscillatory member provided with a pivotal portion bearing in said bracket, said member and bracket formlnga curved passageway in said lock and a latch having a hooked end.

adapted to inescapably travel in the passageway and operating means for said oscillatory member, the latter being adapted to operate said latch.

14. In combination in a car, an underframe member, a door adapted to close near the same, a door lock comprising an apertured bracket fixedly positioned with reference to said member, a bushing having a cylindrical portion revolubly mounted in a bracket aperture,'a latch retained between said bracket and bushing, said latch and bracket having portions substantially concentric with the bushingcylindrical portion and means on the'latter adapted to actuate said latch and an operating shaft extending a through said bushing.

15. In combination in mechanism of the class described, a fixedly positioned bracket containing a bearing, a bushing comprising a cylindrical portion seated in said bearing, a portion having a face spaced from and concentric with said cylindrical portion and latch-actuating-and-controlling portions, a door-latch having a hook-like en'd retained and adapted to turn between said cylindrical and concentric-faced bushing portions and an operating shaft drivingly combined with said bushing.

16. In combination in mechanism of the class described, a bracket, a bushing comprising a main portion extending through and a apted to turn in said bracket, a portion co-acting with said main portion and bracket to form a curved passageway and latch-actuating-and-controlhng portions, a

door-latch retained and adapted to travel in the passageway, an operatin shaft passing drivingly through said ushing and meansv preserving the association of the parts.

17. In combination in mechanism of the class described, a bracket, a bushing comprising amain portion extending t rough and adapted to turn in said bracket, a portion co-acting with said main portion and bracket to form a curved passageway and latch-actuating-and-controlling portions, a.

d0or-latch retained and adapted to travel in the passageway, an operating shaft passing drivingly through said bushing and means preserving the association of theparts, said latch being independently operable at will.

18.'In combination in mechanism of the class described, a bracket, a bushing comprising a inain portion extending through and adapted to turn" in saidbra'cket, a portion co-acting with said main portion and bracket to form a curved passageway andlatch-actuating-and-controlling portions, a

door-latch retained and adapted to travel in the passageway, an operating shaft passing drivingly through said bushing and means preservlng the association of the parts, said latch being independently operable at will and said latch-controlling portion's being adapted to lock said latch.

19. In combination in mechanism of the class described, a bracket, a bushing revolubly mounted therein, an extension from said bushing, a door-latch having a hook portion mounted to turn on said bushing and also provided with an engagement portion, means maintaining said latch hook portion and bushing in cooperative relation and means adapted to turn said .bushing and cause said extension to engage: the hook engagement portion to actuate said latch.

20(In combination in car or other structure having doors, a. door member, a bracket,

a bushixig revolubly mounted therein, an extension om said bushing; a. door latch having an open portion mounted to turn on said bushing and also havingdifierentl located engagement surfaces, means hol latch open portion and bushing from separati0n,'and means to operate said bushing to cause said extension to en 0 one of said surfaces to actuate said etch, said door member being adapted to enga e another of said surfaces and actuate said atch.

In witness whereof I have hereunto set my hand in the resence of two witn a:

GEOR E C. OHERBONNIER. Witnesses:

05cm Hoommnc, Bmsnm. Summon.

gsaid 

